The correct combination of Propeller Pitch (1) and Propeller Lever position (2) at Brake Release Point

are:

Fine Pitch and Propeller Lever Forward.

The geometrical pitch angle of a constant speed propeller will increase if the manifold pressure is
increased.

During climb with constant throttle and RPM lever setting (mixture being constant) the Manifold Air
Pressure (MAP) decreases.

A pilot normally uses the propeller auto feather system during Take off and Landing.

If an engine fails to stop with the magneto switch in OFF position, the cause may be excessive carbon
formation in cylinder head.

In case of engine failure during flight the blades of the constant speed propeller in a single engine
aeroplane, not fitted with feathering system will move in the lowest pitch position by the centrifugal
force.

See Aerodynamic and Centrifugal Twisting Moments: https://www.theairlinepilots.com/forum/ ...

.php?t=482

In general, in twin-engine aeroplanes with constant speed propeller the oil pressure turns the
propeller blades towards smaller pitch angle. For a multi-engine, there will be feathering capabilities,
preference will be for engine to go into feather if you lose the oil instead of max windmill.

In modern aircraft, a pilot can actuate the feather system by pulling the propeller control lever
rearwards.
 During a power change on an engine equipped with a constant speed propeller, a wrong combination
of manifold pressure and RPM values results in excessive pressures in the cylinders. This is the case
when one simultaneously selects a High Manifold Pressure and Low RPM.

An asymmetric loading (p-factor) on the propeller exists if the aeroplane has a large angle of attack.

A propeller blade is twisted to even out the thrust force along the length of the blade.

To unfeather a propeller during flight you have to use the electric unfeathering pump.

Which of the following qualitative statements about a fixed propeller optimised for cruise condition,
is true for the take off case? The angle of attack of the propeller blade is relatively high.

You monitor the "RPM Indicator" for the power output of an aeroplane fitted with a fixed pitch
propeller.

The pitch angle of a propeller is the angle between the reference chord line and the propeller plane
of rotation.

On a normally aspirated aero-engine fitted with a fixed pitch propeller, manifold pressure decreases
as the aircraft climbs at a fixed throttle setting.

The constant speed propeller has only above and below the design point a better efficiency than the
fixed propeller with the same design speed.

Assume an initial condition at a high cruise altitude with a constant speed propeller. What will
happen if the altitude is decreased while the throttle remains fully open and the waste gate is seized in
the cruise position?

The manifold absolute pressure (MAP) value may exceed the maximum allowed value.
 During take off, the angle of attack of the blades of a fixed pitch propeller, optimised for cruise
condition is relatively high. (high RPM and low forward speed)

The first indication of carburettor icing, in aeroplanes equipped with constant speed propellers,
during cruise would most likely be a decrease in manifold pressure.

For airplanes with fixed-pitch propellers, the first indication of carburetor icing is loss of RPM. For
airplanes with controllable-pitch (constant-speed) propellers, the first indication is usually a drop in
manifold pressure. In both cases, a roughness in engine operation may develop later. There will be no
reduction in RPM in airplanes with constant-speed propellers, since propeller pitch is automatically
adjusted to compensate for the loss of power, thus maintaining constant RPM.

The mechanism to change the propeller blade angle of a small piston engine aeroplane in flight is
operated hydraulically by engine oil.

With an aircraft fitted with a fixed pitch propeller, during flight at normal cruising speed, one
magneto fails completely. This will first cause loss of approximately 100 RPM.

How does a feathering pump work when used in conjunction with double acting propeller control
units? It is an electrical device and can work when the engine has stopped.

What happens to the Angle of Attack of a variable pitch propeller with increasing TAS if the RPM and
throttle levers are not moved? It remains the same.

In a modern carburettor, mixture is controlled via fuel flow.

Magneto impulse coupling gives a retarded spark during starting.

See: https://www.theairlinepilots.com/forum/ ... e+coupling

Power can be calculated on a Piston Engine by Torque x RPM.

 Thermal efficiency of a four-stroke engine is approximately 30%.

After the power stroke on a piston engine the poppet valve sequence is: Exhaust valve opens, Inlet
valve opens, Exhaust valve closes.

Pre-ignition refers to the condition that may arise when the mixture is ignited by abnormal conditions
within the cylinder before the spark occurs at the plug.

The EGT indication on a piston engine is used to assist the pilot to adjust the fuel mixture.

Total volume in the cylinder of a four stroke engine is Swept volume plus Clearance volume.

A piston engine compression ratio is the ratio of the Total volume to the Clearance volume.

One of the advantages of a turbocharger is to make the power available less affected by altitude.

The positions of the intake and exhaust valve at the end of the power stroke are "Intake valve closed"
and "Exhaust valve open".

The reading on the oil pressure gauge is the pressure of the oil on the outlet side of the pressure
pump.

The power output of a normally aspirated piston engine increases with increasing altitude at constant
Manifold Air Pressure (MAP) and RPM because of the lower back pressure.

If the ground wire between the magneto and the ignition switch becomes disconnected, the most
noticeable result will be that the engine cannot be shut down by turning the switch to the OFF position.

Ignition systems of piston engines are independent from the electrical system of the aeroplane.
 A turbo-supercharger impeller is driven by diversion of exhaust gases by the waste gate using energy
that would otherwise have been wasted.

The purpose of an ignition switch is to control the primary circuit of the magneto.

The fuel temperature, at which, under standard conditions, the vapour ignites in contact with a flame
and extinguishes immediately, is the "Flash Point".

Vapour lock is vaporising of fuel prior to reaching the carburettor.

In a piston engine if the ratio of air to fuel is approximately 9:1 the mixture is Rich (Stoichiometric
mixture is 15:1).

The operating principle of float-type carburettors is based on the difference in air pressure at the
venture throat and the air inlet.

The torque of an aeroplane engine can be measured at the gear box which is located between the
engine and the propeller.

On a normally aspirated engine (non turbo-charged), the manifold pressure gauge always indicates a
lower value than atmospheric pressure when the engine is running.

The air in a piston engine turbo-supercharger centrifugal compressor enters the eye of the impeller
and leaves at a tangent to the periphery.

A Radial compressor is normally used as a super charger.

An excessively rich mixture can be detected by black smoke from exhaust.

 Centrifugal force prevents an impulse coupling operating at speeds above start speed, considering
that it has fly weights.

Spark timing is related to engine speed in the way that the faster the engine functions, the more the
spark is advanced.

With respect to a piston engined aircraft, ice in the carburettor may form at OAT's higher than +10
deg C.

Spark plug fouling most likely to occur in the climb if you have not adjusted the mixture.

The power of a piston engine which will be measured by using a friction brake is "Brake horse
power".

From the cruise, with all the parameters correctly set, if the altitude is reduced, to maintain the same
mixture the fuel flow should "Increase".

A turbocharger conists of a compressor and turbine mounted on a common shaft.

Maximum Exhaust Gas Temperature is theoretically associated with mass ratio of 1/15.

High exhaust gas temperature on a piston engine is theoretically associated with a weak mixture.

Relationship between the octane rating of a fuel and compression ratio of a piston engine is that
higher the octane rating - higher the possible compression ratio.

Picture a cylinder and its combustion chamber with the piston at the bottom of its stroke containing
1000 cc of air (900 cc in the cylinder plus 100 cc in the combustion chamber). When the piston has
moved up to the top of its stroke inside the cylinder, and the remaining volume inside the head or
combustion chamber has been reduced to 100 cc, then the compression ratio would be proportionally
described as 1000:100, or with fractional reduction, a 10:1 compression ratio.
A high compression ratio is desirable because it allows an engine to extract more mechanical energy
from a given mass of air-fuel mixture due to its higher thermal efficiency. High ratios place the available
oxygen and fuel molecules into a reduced space along with the adiabatic heat of compression–causing
better mixing and evaporation of the fuel droplets. Thus they allow increased power at the moment of
ignition and the extraction of more useful work from that power by expanding the hot gas to a greater
degree.

Higher compression ratios will however make gasoline engines subject to engine knocking if lower
octane-rated fuel is used, also known as detonation. This can reduce efficiency or damage the engine if
knock sensors are not present to retard the timing.

Source: (http://en.wikipedia.org/wiki/Compression_ratio)

For internal cooling, reciprocating engines are especially dependent on the circulation of lubricating
oil.

The mixture control for a carburettor achieves its control by varying the fuel supply to the main
discharge tube.

In a piston engine, turbocharger boost pressure may be monitored by a manifold pressure gauge
only.

With a piston engine, when detonation is recognised, you reduce manifold pressure and enrich the
mixture.

The ignition occurs in each cylinder of a four-stroke engine before TDC (top dead centre) at each
second crankshaft revolution.

In a 4 stroke engine ignition occurs in each cylinder, after TDC for starting and then before TDC every
2nd rotation of the crankshaft.

On four-stroke piston engines, the theoretical valve and ignition settings are re-adjusted in order to
increase the "overall efficiency".
 Specific fuel consumption is defined as the "mass of fuel required to produce unit power for unit
time"

"Crankshaft, pistons and connecting rods" constitute a crank assembly.

A piston engine may use a fuel of a different grade than the recommended provided that the grade is
higher.

The purpose of a distributor in an ignition system is to distribute secondary current to the sparking
plugs.

A rich mixture setting has to be used during climb segments. This results in a lower cylinder head
temperature.

For a piston engine the ideal fuel/air mixture corresponding to a richness of 1 is obtained for a weight
ratio of 1/15th.

A turbo charger system is normally driven by the exhaust system.

In most cases aeroplane piston engines are short stroke engines. This permits a lighter construction.

During a climb in a standard atmosphere with constant Manifold Absolute Pressure (MAP) and RPM
indications and at a constant mixture setting, the power output of a piston engine "Increases".

This is possible by maintaining constant inlet pressure (MAP) by openeing the throttle valve as the
aircraft climbs. There is a reduced exhaust back pressure as you climb. This increases the volumetric
efficiency of the engine and thus an increase in engine power. Once the throttle is fully open engine
power will decrease. The height at which the throttle is fully open is called the full throttle height.

The power output of a piston engine without super charging increases with increasing altitude in
standard atmosphere at constant Manifold Air Pressure (MAP) and RPM because of the increase of the
air density behind the throttle valve.

To ensure that the fuel flow is kept directly proportional to the volume of air flowing through the
choke, thus preventing the main jet supplying excessive fuel as engine speed is increased, a carburettor
is fitted with a "Diffuser".

To maintain the correct air/fuel ratio of a piston engine, independent of power setting, a carburettor
is fitted with a diffuser (compensating jet).

The primary function of the diffuser tube in a carburettor is to maintain a constant mixture ratio over
the operating range of the engine.

In a piston engine, magnetos are used to produce the spark which ignites the fuel/air mixture. The
operating principle of magnetos consists in breaking the primary current in order to induce a low amp
high volt current which is distributed to the spark plugs.

The very rapid magnetic field changes (flux) around the primary coil in a magneto are accomplished
by the contact breaker points opening.

An impulse coupling does not function at such speeds above those encountered in starting. Its
engaging pawls are prevented from operating at higher speeds by centrifugal force.

Low oil pressure is sometimes the result of a worn oil pump.

Formula to calculate the multi-cylinder engine displacement = piston area x piston stroke x number of
cylinders.

The global output of a piston engine is 0.30

(global output = thermal energy corresponding to the available shaft/power over the total thermal
energy produced)
 In addition to the fire hazard introduced, excessive priming should be avoided because it washes the
lubricant of cylinder walls.

A reciprocating Spark ignition engine works on the principle of the "Constant Volume Otto Cycle".

The useful work area in an ideal Otto engine indicator diagram is enclosed by the following gas state
change lines: 2 adiabatic and 2 isochoric lines.

The useful work done on the air during the four stroke Otto cycle can be shown graphically. The size of
the area bounded by the graph represents the power produced. This area which represents power can
be increased either by drawing in more air or by increasing the pressure. During the theoretical cycle air
is subjected to two adiabatic processes of compression and expansion (change in pressure with no heat
energy added or removed) and two isochoric processes (change in pressure with no change in volume).

A condenser in parallel with breaker points will intensify current in secondary winding.

The richness of a fuel/air mixture ratio is the real mixture ratio relative to the theoretical ratio.

In an air cooled engine fins, baffles and deflectors increase the cylinder and head surface areas.
 The most common type of magneto is the "Rotating Magnet".

A normally aspirated engine has No power augmentation devices.

Tappet clearances allow for the thermal expansion of the Valve operating gear throughout the
working temperature range of the engine.

If the ignition timing is advanced, the spark will occur:

a) Nearer to TDC

b) Further away from TDC <-- Correct

Volumetric efficiency is the amount of charge induced into a cylinder compared with that which
would fill the swept volume.

Valve overlap ensures that Cylinder is efficiently scavenged of burnt gases during the exhaust stroke.

The maximum power output of an altitude boosted super charged engine is slightly less than a
normally aspirated engine of the same power rating at sea level ISA because of the power required to
drive the impeller.

Power output of a piston engine as a function of mixture richness:

 An impulse coupling is installed on a magneto of a piston engine to provide a stronger spark on top
dead centre for engine starting.

As altitude increases, if the mixture is not leaned the density of air entering the carburettor
decreases and the fuel flow remains constant.

As altitude increases, the mixture ratio of a piston engine should be adjusted to reduce the fuel flow
in order to compensate for the decreasing air density.

Dual ignition provides a factor or reliability and improves combustion efficiency.

The octane rating of a fuel characterises the resistance to detonation.

The cylinder head and oil temperatures may exceed their normal operating ranges if a lower octane
rating than specified for the engine is used.

The function of the primer pump is to provide additional fuel for engine start.

The compression ratio of a piston engine is the ratio of the volume of the cylinder with the piston at
bottom dead centre to that with the piston at top dead centre.

A piston engine compression ratio is the ratio of the Total volume to the Clearance volume.

The compression ratio of an engine may be defined as: Swept volume plus clearance volume divided
by clearance volume (same as above since Swept volume + Clearance volume = Total volume).

In a four-stroke engine the camshaft rotates at half the crankshaft RPM.

In order to get the optimum efficiency of a piston engine, the positions of the intake and exhaust
valve just after the power stroke are: Intake valve closed and exhaust valve open.

Valve overlap occurs between Exhaust and Induction stroke.

Assuming the modified Otto Cycle, what is the position of the inlet and exhaust valve at the end of
the exhaust stroke: "Both valves open".

The valves are held shut by valve springs.

The fuel flow to a piston engine will vary with Rpm, throttle position and mixture setting.

Oil temperature is sensed when it is leaving the tank and oil pressure is sensed when it has left the
pressure pump.
 The function of the accelerator pump in a carburettor is to temporarily enrich the mixture by
pumping more fuel into the induction system during rapid throttle movements.

The primary coil of a magneto has relatively few turns of thick wire. The secondary coil has many
turns of fine wire acting as a step-up transformer.

In a piston engine the manifold pressure increases as the throttle is opened.

The most common type of integral super charger is centrifugal type.

AVGAS 100 (Green) and AVGAS 100 LL (Blue) fuel respectively have different colours but same anti-
knock value.

Other additives are used to keep the octane rating the same for low lead.

In an engine fitted with a turbo charger, the position of the waste gate is in parallel with the turbine.

With a super charged engine, to maintain a rated boost with a decrease in RPM:

The waste gate must be opened

The waste gate must be closed
The throttle valve must be opened <-- Correct
The throttle valve must be closed

The waste gate is moved to the open position by the waste gate actuator "spring".

IHP is the power produced in the cylinders, BHP is the power produced at the prop and FHP is the
power available in the fuel due to the calorific value.

Indicated horsepower is the power an engine would develop if it worked without frictional losses.

Brake, or shaft, horsepower (also called delivered horsepower) is the actual power output of an engine.

Mechanical efficiency of an engine is the ratio between brake horsepower and indicated horsepower.

Friction horsepower is the difference between indicated horsepower and brake horsepower.

See also: https://www.theairlinepilots.com/forum/ ... .php?t=467

Note sure about FHP if its not Friction Horsepower. From the question it seems Fuel Horsepower, may
be some kind of a mix terminology

The ignition timing of a piston engine needs to be advanced at "high RPM" because flame rate and
time for complete combustion remain constant.

The type of oil most commonly used in piston engines is "Mineral".

A condenser (capacitor) fitted to a magneto prevents arcing and provides a sink for the collapsing
primary current.

A cylinder head temperature gauge measures the temperature of the hottest cylinder.

If a manifold pressure gauge consistently indicates atmospheric pressure, the cause is probably a leak
in the gauge pressure line.
 The purpose of a Barometric Capsule in a Fuel/Mixture system is to "reduce fuel compared to air".

On modern carburettors the mixture is controlled by varying the fuel flow only.

The maximum horsepower output which can be obtained from an engine when it is operated at
specified rpm and manifold pressure conditions established as safe for continuous operation is termed
"Rated Power".

Consider the variable-pitch propeller of a turbo prop aircraft. During deceleration when braking, the
propeller supplies negative thrust and absorbs engine power.

A fuel strainer when fitted to a carburettor will be positioned upstream of the needle valve.

A torque meter is situated between the engine and propeller.

Oil Cooler Location.

Q.1. In a Dry Sump oil system, where is the Oil Cooler fitted?

a) Between the suction filter and the pressure pump

b) Between the scavenge pump and the oil tank <-- Marked Correct
c) Between the pressure pump and the pressure filter
d) Between the pressure filter and the crankshaft

Q.2. The oil cooler is fitted:

a) Downstream of the pressure pump

b) Upstream of the pressure pump
c) Downstream of the scavenge pump <-- Marked Correct
d) Upstream of the scavenge pump

Q.3. The oil system for a piston engine incorporates an oil cooler that is fitted:
a) In the return line to the oil tank after the oil has passed through the scavenge pump <-- Marked
Correct

b) Between the oil tank and the pressure pump

Q.4. The oil cooler in a dry sump lubrication system of a piston engine is fitted:

1) In the return line to the oil tank after the oil has passed through the scavenge pump

2) Between the oil tank and the pressure pump

3) After the pressure pump but before the pressure filter

4) Between the pressure filter and the crankshaft

The combination regrouping all the correct statements is:

a) 1, 4
b) 3, 4
c) 2, 3
d) 1, 2 <-- Marked Correct